Derailer



j. M. ESTES.-

DERAILER.

APPucATloN FILED FEB. 25, 1920.

1,346,009, Patented July 6, 1920.

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HH @MM @Horvlm UNITED STATES PATENT OFFICE.

JERRY IVI. ESTES, 0F BRECKNRIDGE, OKLAHOMA.

Application filed February 25, 1920.

To all flo/wm t may concern:

Be' it known that l, JERRY M. Esrns, a citizen of the United States, residing at Breckinridge, in the county of Garfield and State of Oklahoma, have invented certain new and useful improvements in Derailers, of which the following is a specification.

The invention relates to a derailer, and more particularly to the class et the combined derailers and signaling devices for use with railroad track constructions.

The primary object ot the invention is the provision of a device of this character,

wherein the same is located adjacent to a railway track and is manually operable so that the derailer block can be thrown to a position relative to one of the rails of the track so as to derail a train or car in event that a switch has been inadvertently closed or left open, thereby avoiding the wrecking of the train or car as a result of the open or closed switch, the derailer when in position upon a track rail automatically shifts a signal on a signal stand so as to indicate to the engineer ot an approaching train or car the lact 'that the derailer is in position to carry the train from the track and therebyV enabling the engineer to set the brakes at the proper time to stop the train or car after der aihnent.

Another object of the invention is the provision of a device of this character, wherein the signaling mechanism is visible either by day or night and is automatically set by operating the derailer block, which is mounted in a novel. manner so that the saine can be readily and easily moved to operative or inoperative position.

A turtherobject of the invention is the provision of a device of this character, which is comparatively simple in construction, thoroughly reliable and elicicient in its purpose, strong, and durable and inexpensive to manufacture and install.

lVith these and other objects in view, the invention consists in the features of construction, combination and arrangement of parts as will be Vhereinatter fully described, illustrated inthe accompanying drawings and pointed out in the claim hereunto appended.

In the drawings:

Figure l is an elevation `of the derailer device constructed in accordance with the invention showing one of the track rails in Specification of Letters Patent.

Patented July 1920.

sel-iai No. 351,121.

vertical section-and in full lines the derailer block is shown in operative position to the track rail and by dott-ed lines in raised or inoljierative position.

Fig 2 is a top plan view showing' the signal stand `in horizontal section.

Fig. is a fragmentary vertical transverse sectional view taken on the line 3 3 of Fig. 2.

Fig. lis a side elevation ot the operating lever and its connection with the derailer block. p

Similar reference characters indicate correqiaiuiding parts throughout the several views in the drawings. i

Referring to the drawings in detail, A designate portions oit several ot the cross ties of a railway track construction and B one of the track rails, which is superimposed upon the ties and fastened thereto in the ordinary well. known manner. Mounted upon the ties is a derailer which comprises a pair ot spaced bearings 5 which are located spaced from the rail B inwardly relative thereto and are fixed to a. pair of adjacent ties it. in any suitable manner.

Located between the bearings 5 is a derailer block 6 which has its end trnnnions 7 journaled in the bearings 5 so that the block (5 can be thrown into a position to overlie" and be superimposed upon the tread S oi" the rail B as is clearly shown in Figs. l and 2 ot the drawing; or the said block 6 can be swung away from the rail B to an inoperative position as shown by dotted lines in Fig. l et the drawing. T he block G has formed therein a derailing channel 9 to be engaged by the flanges ot the ear wheels so as to direct the wheels oilI of the tread of the rail when the said wheels engage in and traverse the derailing channel 9 of the block 6 as will be clearly apparent for the derailing` of the car.

Arranged outside ot the track and spaced the desired distance from the rail B thereois isa signaling stand which comprises a base plate 10 mounted in any `suitable manner upon a pair ot the cross ties A, preferably in the position shown in Figs. l and 2 of the drawing, and rising from this plate 10. is the housing ll of said stand having therein the braces l2 for supporting a vertical rotatable shaft 13, the same at its lower end being formed with a reduced journaled end le rotatably engaged centrally in the plate 10. The shaft 13 has fitted thereon a rack gear 15 which meshes with a toothed rack bar 16 movably supported in a guide 17 upon the base plate l0, the guide being preferably iitted with anti-friction rollers to engage the rack bar 16 for the easy shifting thereof.

The rack bar 16 at its end next to the rail B is formed with an eye 18 to which is pivoted at 19 one end of a substantially U- shaped link 2O which has its other end pivoted at 21 to a crank Yarm 22 fixed to one of the Vtrunnions 7 of the derailer-bloek 6, the link 20 being extended beneath the rail B so as to avoid any interference thereby in the movement of the link 20 when actuated on the shifting of the derailer block in the operation of the same.

Mounted on the upper end portion of the shaft 13 above the housing l1 of the stand are signal wings 23 and a signaling lamp 2a which is of any approved type, thereby enabling signaling either by day or night. The signaling mechanism is automatically operlated by the derailer block 6 which is manually set to operative or inoperative position in a manner presently described.

On the base plate 10'of the stand is a cleat 25 which is fixed thereto in any suitable manner and works against the rack bar 16 so as to maintain the same in meshing engagement with the gear 15 when the said bar 16 is shifted for the rotation of the gear 15 to eifect the operation of the signaling mechanism.

On the other trunnion 7 of the derailer Vblock 6 is fixed a crank arm 26 to which is pivotally connected a shift arm 27, the same being extended beneath the rail B and is pivoted at 2S to the lower end of an operating lever 29, which is mounted for rocking movement upon a pivot stud 30 on a support 31 lined to one of the cross ties A at one side of the signal stand and this lever is manually operated to throw thel derailer block 6 for moving the same to operative or inop- -railer block 6 so that the engineer will have suliicient time to set the brakes after the derailing of the car or train. l

lVhat I claim is: Y

The combination with a railway track construction having a rail and cross ties, of a derailer device comprising a pair `of bearings mounted upon a pair of spaced cross ties contiguous to the rail, a derailer block having trunnion ends journaled in the bearings and adapted for vertical swinging movement to be positioned in superimposed relation to the rail, a signal stand supported upon the ties at a distance from the rail, a shaft journaled vertically in the stand and having a rack gear, signal vanesV on said shaft, a signal lamp on Said shaft above the vanes, a rack bar meshing with the rack gear, a crank on .one of the trunnions, a link pivoted to the crank and to the rack bar and extended beneath the rail, a manually operable lever mounted at one side of the stand, a crank on the other side of the derailer block, a shift rod pivotally connect- .ed to the last named crank and to the operating lever, a guide in theV stand for the rack, and means in the stand tol hold the rack bar in engagement with the rack gear.

In testimony whereof, I'affiX my signature hereto.

,maar M. Esrns. 

